Driving mechanism



E. R. MAURER 2,154,575

DRIVING MEGHANISM Filed Jan. 18, 1934 3 Sheets-Sheet 1 prr ip 3939.

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V T WR @,wf 1w d MQ April 18, w39 EA R. MAURER 2,154,575i

DRIVING MEGHANISL:

Filed Jan. 18, 1934 3 Sheets-Sheet 2 ATTORNEYS April 18, 1939- ER. MAURER 2.154,575

DRIVING MEGHANISM FiledvJan; 1'8'. 1934 :5 sheets-sheets v' I y A TTORNEYS Patented Apr. 18, 1939 DRIVING LIECHANISM Edwin' n. Maurer, Detroit, Mien., assignor to Chrysler Corporation, Detroit, Mich., a. corporation of Delaware Application January 18, 1934, Serial No. 707,092 24 claim (Cl. '1r- 336) This invention relates to driving mechanisms and refers more particularly, in one embodiment thereof, to improvements in driving mechanisms for motor cars or vehicles, especially where it is desired to vary the driving speed ratio between the vehicle engine or prime mover and the propelling ground wheels.

One object of my invention resides in the provision of an improved driving. mechanism adapted, under predetermined desired conditions, to automatically effect the drive for the vehicle. My driving mechanism is preferably adapted for use in connection with a speed ratio changing transmission of any desired type, and is adapted to establish an auxiliary driving speed ratio for the vehicle, such as an overdrive ratio for example.

A further object of my invention resides in the provision of an improved driving or speed ratio changing mechanism adapted to automatically respond in its actuation to predetermined desired conditions of operation of the vehicle. Thus, by way of example, I have provided an overdrive which is automatically effective when the vehicle attains a predetermined speed so that, on reaching this critical speed, the overdrive becomes eiective and on falling below this critical speed the overdrive becomes ineiective.

In carrying out the aforesaid objects 'of my invention I have provided an improved form'and arrangement of an auxiliary driving mechanism which, where an overdrive speed ratio is desired for the vehicle, is driven, when inoperative as a drive, at a speed greater than that of a shaft or other part cooperating therewith and driven from the engine; Ordinarily, I prefer to arrange my auxiliary driving mechanism between driving or driven shafts or other parts respectively responsive in their actuation to the speeds of the engine and vehicle driving speeds, the auxiliary driving mechanism being thus driven, when inoperative, from the driving shaft and at a speed greater than that of the driving shaft by the amount or ratio of overdrive desired. 1

In order to effect the aforesaid automatic engagement and disengagement of the drive through theauxiliary driving mechanism, I have provided a clutch which will automatically connect and release the clutch control parts of the auxiliary drive under predetermined desired conditions of relative speeds of the engine and vehicle, or driving and driven shafts. This automatic clutch is preferably of the type having a cage or core carrying one or more pawls or dogs responsive to centrifugal A force at the desired driving mechanism within the broader aspects of my invention.

A further object of my|invention resides in the provision of what may be termed primary driving means in addition to said auxiliary driving mechanism for driving the vehicle indepenf dently thereof, and in an improved form and arrangement, such means preferably being under manual control so that the drive may be established independently of the auxiliary drive and automatic clutch associated therewith. The primary driving means may thus provide the normal driving medium between the engine and vehicle drive either throughout the entire speed range of the vehicle or up to the aforesaid critical speed at which time the automatic clutch transfers the drive to and through the said auxiliary driving mechanism. v

Another object of my invention resides inthe provision of an auxiliary-driving mechanism of the character in which a relatively small number of gears are required, the mechanism occupying a relatively small space and being simple in construction and capable of manufacture at small cost. Thus, according to one aspect of my invention, I have provided an improved form and arrangement of auxiliary driving mechanism embodying a countershaft intermediate the power driving shaft and the driven shaft, the countershaft driving one of the clutching parts of the automatic clutch. A further feature of this phase of my invention resides in the provision for driving the countershaft or other auxiliary driving mechanism from a partv ofthe speed ratio changing transmission which is driven from and with the engine driving shaft. Thus, for example, the usual transmission countershaft of the present well-known form of transmission may be extended beyond its customary length to provide the countershaft for the auxiliary driving mechanism. By utilizing a transmission part driven from the engine drivingY shaft I have simplified the auxiliary driving mechanism and reduced the cost thereof. l

A still further object oi' my invention resides in the provision of an improved form and arrangement of overrrming or free wheeling clutch as a part of the aforesaid primary driving means. With such novel arrangement,l the vehicle may overdrive the engine, the auxiliary and primary drives and parts associated therewith being ar-` ranged so that when engagement of the automatic clutch takes place to drive the vehicle through the auxiliary driving mechanism, the overrunning clutch is preferably thereby rendered simultaneously ineffective, the overrunning clutch and primary driving means being automatically effective when the automatic clutch releases its drive, as whenthe vehicle speed drives below the predetermined desired critical speed.

An additional object of my invention resides in the provision of improved means for manually rendering the aforesaid overrunning clutch in effective either throughout the vehicle speed range or above or below the critical speed at which operation of the automatic clutch takes Another object of my invention resides in the provision of improved means responsive to man-` ually controlled manipulation of the said speed ratio changing transmission into the transmission setting for reversing the normal direction of vehicle drive, for automatically locking out or rendering ineffective the said overrunning clutch, this means being preferably in addition to the aforesaid manually controlled means for the overrunning clutch or automatic clutch or both as may be desired in any particular installation.

FurtherV objects of my invention reside in the provision of an improved driving mechanism and in the novel combinationand arrangement of parts thereof more particularly hereinafter described and shown in one detailed embodiment in order to illustrate the details and principles of my invention, reference being had to the acy companying drawings, in which:

Fig. 1 is a sectionalelevational view through my lpower transmission mechanism.

Fig. 2 is a sectional elevational view showing the reverse gearing of the speed ratio changing transmission illustratedl with my invention, the section being taken along the staggered line 2- 2 of Fig. l.

' Fig. 3 is a plan view of the transmission as shown in Fig.'1, the casing being broken away to illustrate the reverse gearing and associated mechanism.

Fig. 4 is a sectional elevational view through a portion of the overrunning or. free wheeling clutch, the secti'on being taken along the line 4-4 of Fig. 1.

Fig. 5 is a sectional view through the automatic clutch, the section being taken along the line 5-5 of Fig. l.

Fig. 6 is a view corresponding to Fig. 5 illustrating the engaged or operating position of the clutch parts.

Fig. '7. is a detailed sectional view through the countershaft, the section being taken along the line 1--1 of Fig. 1.

In the drawings I have illustrated my driving mechanism A interposed between speed ratio changing transmission B and the driven shaft I0, the latter extending rearwardly to drive the rear wheels (not shown) of the motor car or vehicle in the usual well-known manner, it being understood that I have elected to show my invention in association with a motor vehicle drive, although my invention in its broader aspects is not necessarily limited thereto. Furthermore,

my driving mechanism may be used to advantage in various other points in the line of general power transmission between the vehicle engine and the driven wheels, or between driving and driven means such as shafts or otherl types of devices. If desired, shaft il may transmit its drive through the usual. propeller shaft brake drum il, the latter having the usual brake band I2 associated therewith.

'Ihe transmission B may be of any suitable type such as the conventional selector type operated by the well-known shift lever i3, the lower end il of which is illustrated in Fig. 1 as engaging the usual selector controls It whereby the various adjustments may be made to the trans mission in order to providev the speed ratios in the line of drive through the transmission. Inasmuch as transmission B may for the most part be of general conventional construction and operation,

I have shown only a portion of the gearing and l0 controls of this transmission in Figs. l, 2, and 3.

sion countershaft 22. This countershaft is pro-` vided with the second speed constant mesh gear 23, a rst speed gear 2l. and a reverse gear 2i 'constantly meshing with the usual reverse idler pinion, a portion of which is shown at 28.

Meshing with gear 2l is a gear 2l constantlyv driven thereby, this gear being freely rotatable on shaft Il and having clutch teeth 2l. Splined to shaft I8 is a shaft collar Il having two interna] angular series of teeth Il and Il respectively engageable by shift lever I3 and arm I2 connected thereto, with teeth Il or 2l. When teeth Il are engaged in this manner, shaft I8 is directly driven with driving shaft' I l. When teeth 2l are engaged, shaft il is driven in the second speed ratio by gears 20, Il, 23 and 21.

Splined on shaft il is a shiftable gear collar Il. When gear Il is shifted forwardly to mesh with gear 2l, the shaft Il is driven in the low or first speed gear ratio provided by the gear train 2l, 2|, 24 and 2l. When gear Il isl shifted rearwardly to mesh with gear 2l, the shaft il is reversed from its normal direction of drive by reason of the gear train 2l, 2|, 2l, 20, and 33. Thus,` by appropriate actuation of the shift lever I8. gears 8l and 2l may be engaged so as to reverse the drive, it being understood that other manipulations of shift lever II are adapted to selectively produce other desired speed ratio changes in the normal direction of rotation for driven shaft I0. f

The power is taken from transmission B by the power driving means or shaft il rotatable in a bearing 36, the shaft having a portion extending rearwardly into the driving transmission A, this extending portion of the shaft being provided with splines l1.

My' driving mechanism B provides, among other things, an auxiliary driving means or mechanism between the driving and driven shafts Il and I0, respectively, this driving means being ing character whereby shaft I0 may, under certain conditions hereinafter described, be driven locking teeth 33 and 33 carried by the countershafts 32 and 31', respectively, as best shown in Figs. 1 and '1. An axle 43 journals the countershafts by suitable bearings, one being shown at di.

Countershaft 31' of my auxiliary driving mechanism has a gear 42 formed therewith and meshing with gear 33 loosely journaled on driven shaft it. This gear 43 is formed with a clutching member or shell 44 of the automatic clutch C, the companion clutching member or pawl carrying cage being at all times connected to rotate with shaft i0 by reason of the splines 46 thereof. Clutch C is preferably of the automatic type so as to be responsive in its engagement and running clutch D.

disengagement of clutching members 44 and 45 to the relative speed of the driving shaft I3 and the driven shaft` I3 as will be more apparent hereinafter.

I preferably incorporate in my driving mecha- 4nism as a part of the primary driving means between driving shaft i 3 and driven shaft I3 an overrunning or free wheeling clutch D, best shown in Figs. 1 and 4. This clutch may in itself be of any suitable form. the illustration showing a conventional device in which the inner cam member 41 is driven by the splines 31 of shaft i8, the cam faces 43 being engaged by cylinders i3 so that by the driving rotation of shaft i3, the high sides of cam faces 43 will wedge the cylinders 43 between cam member 41 and the outer cylindrical driven member 33 of the overrunning clutch to establish a direct drive thereto. The usual spacers Il maintain the cylinders in spaced position, it being apparent that whenever the engine or driving shaft I3 slows down, the vehicle and driven shaft I3 may, by reason of clutch D, overrun the driving shaft, other conditions permitting such action as will be presently apparent.

'I'he cylindrical portion 33 of the overrunning clutch D is formed as a forward extension of driven shaft I3, this cylindrical portion being centered with and forming a housing around the rear end of driving shaft I3, a bearing 52 being interposed between the cam member 41 and the aforesaid cylindrical portion. This portion Yhas a forward extension 33 provided with an annular series of internal teeth .or jaws 64 complementary to corresponding teeth I3 of the clutching device 36 splined to shaft i3, the arrangement being such that when the clutch I6 is shifted to the right, as viewed in Fig; 1, teeth 54 and 66 will engage so as to lock out' or render the overrunningciutch D ineffective andinoperative. In such instance, it will be apparent that direct driveis established between driving shaft i8 and driven shaft I3 through these engaging teeth and the outer portion 6 3 of the over- 'rhe clutch 5s 1s provided 'with a collar l1 having an annular groove Il engaged by a yoke I3, best shown in Fig. 3. This yoke extends If desired, the mechanism A laterally through an arm 33 to a hub 3| keyed or otherwise fixed at 32 to a shiftable rod 33 'adapted to reciprocate in guides 64 and 6l provided by the casing of the transmission B. The rear end of rod 63 is bored out to receive a spring 66 reacting against a fixed abutment 61,- this vspring 66 acting to normally move rod 63 to the left, as viewed in Fig. 3, to position the parts associated therewith as illustrated in Figs. l, 2, and 3 of the drawings.

Carried by rod 63 and also keyed thereto at 38 is an arm 69 extending laterally inwardly of v transmission B, this arm being normally spaced clutch 56 along splines 31 of the driving shaft I3 to`v lock out theoverrunning clutch D as aforesaid.

In addition to the aforesaid manually operated means for shifting the position of the clutch 56 in response to a setting of the reverse gearing of transmission B, I have also provided a further manually controlled means for shifting the clutch 56 independently of the movement thereof under the influence of the reverse setting of the transmission.l To this end the rod G3 is formed with shoulders 13 engaged by forks 1l of the upwardly extending arm or lever 12,` this lever being pivotaliy mounted on a pin 13, the latter being provided with a downwardly extending arm 14 adapted for movement by suitable linkage such as the Bowden wire 15. This wire,- as diagrammatically illustrated in Fig. 3, extends for convenient manipulation by the vehicle driver, such position being indicated by the vehicle dash 16 which mounts a handle or knob 11 connected to the other end of the Bowden wire 15. The handle 11 is adapted for movement by the hand of the vehicle driver," the knob being guided from its normal position, illustrated in Fig. 3, to a position in spaced relationship from dash 16, in which extended position the guide portion 13 of the handle will register a notch 19 thereof with spring pressed ball 33 carried by guide block 8|, the ball 30 andthe notch 13 cooperating to advise the operator of the proper position of handle 11, and also to determine and limit the handle movement for effecting the desired swinging of lever 12 about its pivot 13. This swing- Aving movement of the lever will move rod 63 'against spring 66 to shift the clutch 36 independently of movement of the reversing gear 33 as will be readily apparent from Figs. l and 3 of the drawings..

Referring now to this automatic clutch C which is best shown in Figs. 1, 5, and 6, the shell 44 is `bers or abutments II threaded into extensions I4,

these threaded members 9| having tool receiving slots- $2 permitting their ready adjustment `\to vary the spring tension.

The slots l! of shell 44 are suitably arranged so that diametric pairs of slots will simultaneously register with the pawls 83 so as to receive these pawls to establish the operative or engaged con-'- dition of clutch C. H

It will be noted that springs 58 may be readily adjusted from without the clutch by aligning each of the threaded members 5I with a slot I2, the clutch being disengaged, whereupon abutments II may be rotated to effect the desired adlustment in the tension of the spring governing the action of the pawls.

The outer ends of pawls 53 are preferably provided with cam faces 53 acting on the inner edges of slots 82 to progressively release the pawls outwardly under the action of centrifugal force when the clutch shell and cage are rotated substantially together at a predetermined desired speed. When the pawls move outwardly in slots 82, such movement is limited by engagement of pawl shoulders 54 with the portions of shell 44 adjacent slots I2, as shown in F18. 6.

In operation of the power transmitting mecha' nism with the parts positioned as in Fig. 1 but with transmission shift collar 25 engaging teeth Il for normal operation, the engine will drive the shaft Il and hence the driven shaft III to drive the vehicle forwardly in direct drive, so far as the driving and driven shafts Il and III, respectively, are concerned. This direct drive takes place from shaft Il, through the free wheeling clutch D and thence to driven shaft I5. When the vehicle tends to overrun the engine, such action may take piace by reason of clutch D. During this direct drive the pawls 53 will be driven at the speed of shaft I5 and driving shaft Il, while the shell 44 will be rotated by gear 4i at a speed faster than that of the driven shaft I5 and driving shaft IE, by reason of the gear ratio increase through the countershaft gear train 20, 2|, 42, and 43. n

By way of illustrating one manner of operation of my automatic clutch C, this clutch is illustrated as being adapted to automatically lock out or render the free wheeling clutch D ineffective, and to simultaneously drivingly connect shaft III with gear 4I at a predetermined speed of rotation of shaft I0, and hence a predetermined speed oi vehicle drive. When such clutching action takes place, the shaft Ill is driven from gear 4I as aforesaid by reason of Vthe countershaft gear train from the shaft It or shaft I8 locked thereto in direct drive adjustment of transmission shift collar 25. This drive provides an overdrive or a higher speed of the` driven shaft I than that of the driving shafts I6 and I8.

An overdrive is ordinarily desirable at only relatively high speeds of vehicle travel, and hence, by a suitable setting of the pawl springs v89, the pawls may be held inoperative against the iniiuence of centrifugal force acting to move the pawls outwardly until the desired predetermined critical speed has been reached. Assuming, by

way of example. that such automatic overdrive is desired at approximately/50 miles per hour. of vehicle travel, then when' the vehicle is being driven at this speed, the pawls are urged outwardly by centrifugal force to engage slots 82 of shell 44 when rotation of the pawl cage and shell becomes substantially uniform. Under the assumed conditions, springs B may be set so that the pawls tend to ily outwardly at a speed of shaft I0 corresponding to 50 miles per hour of vehicle travel, the pawls being restrained from moving outwardly until the clutch parts are synchronized, by reason of the countershaft gear train which drives the slots faster than the pawls which are driven directly from driven shaft IQ. Owing to the vdifference in rotational speeds of the slots and pawls, these parts pass each other with such rapidity that the pawls do not have time to move outwardly to engage the slots and the parts continue to slip until the operator momentarily releases or diminishes the power .of the engine applied to shaft, I6 so as to permit the shell 44 to decelerate. In decelerating, the shell 44 obviously very quickly drops to the speed of the pawl cage 45, momentarily synchronizing the pawls with a pair of diametrically arranged slots l2, the pawls thereupon being guided out, during rotation thereof, by cam faces 93 for effecting initial engagement of the pawls in the slots. Once engaged, the centrifugal force acting on the pawls carries them outwardly for fully engaging the slots of shell 44, and the overdrive immediately takes place with the free wheel clutch Dv locked out as aforesaid. As long as the engine drives the shell at or above the aforesaid overdrive speed, with the pawls 83 engaged in slots 82, the clutch C will remain engaged. vHowever, when the vehicle slows down below the aforesaid 50 miles per hour in the assumed illustration, the pawls 83 will be urged to their retracted or normal position of Fig. 5, such retrac- Lion 'taking place just as soon as the friction of the rdrive is relieved or reversed between the sides of the slots and pawls. Thus, when the vehicle driver momentarily releases the usual accelerator pedal to cause the vehicle to drive the engine, this reversal of drive permits retraction of the pawis and the power transmission is then again operating without the overdrive and through the free wheeling clutch D.

When it is' desired to drive the vehicle in reverse, shifter I3 is moved to release any gear ratio .previously established and is then moved to shift gear 33 into engagement with the reverse' idler gear 25. This causes rearward movement of arm l to move clutch 55 to the right, as viewed in Fig. l, so as to engage teeth 54 and 55 to lock out the free wheel clutch D. This reverse drive thus passes from shaft I8 to clutch 56, driven member 5l, and thence to the driven shaft l0, it

` being understood that' the driven shaft I0 has its rotation reversed by the reversing mechanism of the transmission.l

The clutch 55 may also be actuated to lock out the overrunning clutch D by shifting rod 63 independently of movement of gear 33, byreason of the handle 11. When this handle is pulled to engage notch. 19 with ball 80 the overrunning clutch is locked out, but it will benoted that the handle 'I'I is thus operated only when the automatic clutch C is disengaged or declutched to avoid clashing of teeth 54 and 55.

I desire to point out that instead of driving'the slot carrying shell 44 from the drive shaft I6 andv hence from the engine, and the pawl cage 45 directly from the driven shaft Il, such parts may the driven shaft, to speed up the slot carrying member, and then by slowing down the engine momentarily to reduce the speed of the pawl cage to that of the slot carrying member, the pawls `will engage the slots. In such instance, it is therefore apparent that the engine would have to drive at a speed greater than its speed for the overdrive setting of the pawls, in order to establish the proper conditions for effecting actuation of the automatic clutch C.

I do not limit my invention, in the broader aspects thereof, to the particular combination and arrangement of parts shown and described for illustrative purposes, since various modications will be apparent within the teachings of my invention as defined in the appended claims.

What I claim is:

l. In a driving mechanism for a motor vehicle, means including a transmission adapted to drive the vehicle at different speed ratios, means driven by said driving means, said transmission having a countershaft, auxiliary driving means for driving said driven means from said` countershaft, said auxiliary driving means including a speed responsive clutch, an overrunning clutch between said driving means and said driven means, and manually controlled means including engageable clutch members res'pectively drivingly connected to said driving and driven means for simultaneously rendering said overrunning clutch and said speed responsive clutch ineffective, said manually controlled means being adapted to establish a drive between said driving and driven means.

2. In a vehicle driving mechanism, a power driving shaft, a driven shaft, a free wheeling clutch having driving and driven parts thereof adapted to directly drivinglyconncct said shafts and to permit said driven shaft to overrun said driving shaft, means including a countershaft for overdriving said driven shaft with respect to said driving shaft, said overdriving means actingon said driven shaft beyond said free wheeling clutch relatively to said driving shaft, a clutch controlling the drive from said overdriving means to said driven shaft, an engine drive shaft, and means including said countershaft for transmitting a variable speed ratio drive between said engine drive shaft and said power driving shaft.

3. In a power drive for a motor vehicle driving means, second driving means including a driving shaft adapted to be driven from the first said driving means, third driving means including a driven shaft adapted to be driven from said driving shaft'for transmitting a drive therefrom to drive the vehicle, said driving and driven shafts being co-axially arranged for relative rotation, an overrunning clutch includinginner and outer clutch members one of which is drivingly con-A nected to said driving shaft and the other of i which is drivingly `connected to said driven shaft for driving said driven shaft from said driving shaft at the same rotational speed and for reslot to positively couple said clutching structures Y when the rotational speeds thereof are substantially the same, means including a countershaft offset to one side of one of said shafts for drivingly connecting one of said clutching structures to one of said driving means, and means for drivin gly connecting the other of said clutching structures to another of said driving means, one of said clutching structures being drivingly con-l nected to said driven shaft through one of said driving connecting means, one of said driving connecting means including a gear train, said clutching structures being driven at relatively different speeds when the driving shaft drives the driven shaftthrough said overrunning clutch.

4. In a power drive for a motor vehicle driving means, second driving means including a driving shaft adapted to be driven from the first said driving means, .third driving means including a driven shaft adapted to bedriven from said driving shaft for transmitting a drive therefrom to drive the vehicle, said driving and driven Shafts being co-axially arranged for relative rotation, an overrunning clutch including inner and outer clutch members one of which is drivingly connected to said driving shaft and the other of which is drivingly connected to said driven shaft for driving said driven shaft from said driving shaft at the same rotational speed and for releasing said drive when said driven shaft overruns said driving shaft, a cylindrical clutching structure having apawl receiving slot, means for moimting said cylindrical clutch structure for rotation concentrically withsaid shafts, a second clutching structure having a centrifugal force actuated pawl adapted for engagement in said slot to positively couple said clutching structures when the rotational'speeds rthereof are substantially the same, means for drivingly connecting one of said clutching structures to said driven shaft, and'means including a gear train having a countershaft offset to one side of one of said shafts for drivingly connecting the other of said clutching structures directly to the first said driving means, whereby the clutching structure which is drivingly connected to said driven shaft is rotated at a speed less than that of the other of said clutching structures when the driving shaft drives the driven shaft through saidoverrunning clutch.

5. In a power drive for a motor vehicle, driving means, second driving means including a driving shaft adapted to .be driven fromthe first said driving means, third drivingmeans including a driven shaft'adapted to'be driven from said driving shaft for transmitting a drive therefrom to drive the vehicle, said driving and driven shafts being co-axially arranged for relative rotation, an overrunning clutch including inner and outer clutch members one of which is drivingly connected? to said drivingshaft and the other of istwhich is drivingly connected to said driven shaft for driving said driven shaft from said driving',

shaft at the same rotational speed and for releasing said drive when said driven shaft overruns said driving shaft, a cylindrical clutching force actuated pawl adapted for engagement in said slot to positively couple said clutching struc-l tures when the rotational speeds thereof are substantially the same, means including a countershaft offset to one side of one of said shafts for drivingly connecting one of said clutching structures to one of said driving means. and means for drivingly connecting the other of said clutching structures to another of said driving means, one of said clutching structures being drivingly connected to said driven shaft through one of said driving connecting means, one of lsaid driving connecting means including a gear train, the clutching structure which is drivingly connected to said driven shaft being rotated at a speed less than that of the other of said clutching structures when the first said driving means drives the driven shaft through said driving shaft and said overrunning clutch', said overrunning clutch releasing the drive therethrough on retardation of the first said driving means for reducing the speed of the driving shaft to substantially synchronize the rotational speeds of said clutching structures.

6. In a drive Vfor a motor vehicle having driving means including a driving shaft .and a shaft `driven therefrom and adapted to drive the vehicle, said driving and driven shafts being in axial alignment, overrunning clutch means intermediate said shafts for transmitting a releasable oneway direct drive therebetween, rotatable clutching structures one having a clutching element adapted to clutch with. the other in response to substantially synchronized rotation of said clutching structures at or above a predetermined speed to provide a releasable positive driving connection therebetween, means for driving one of said structures from said driven shaft for rotation at the same speed therewith, means including a gear train for driving the other of said structures from said driving means whereby said structures rotate at different speeds when said driven shaft is driven through said overrunning clutch, clutching members respectively drivingly connected to said driving and driven shafts and adapted when engaged to provide a two-waydrive between said shafts, one of said clutching members being adapted for manual shifting relative to -said clutching structures, and a plurality of manually controlled means selectively operable to shift the last said clutching member, said manually controlled means including a common operating element connected to the last said clutching member.

7. In a power drive for a motor vehicle, driving means, second driving means including a driving shaft adapted to be driven from the nrst said driving means, third driving means including a driven shaft adapted to be driven from said driving shaft for transmitting a drive therefrom to drive the vehicle, said driving and driven shafts being co-axially arranged for relative rotation, an overrunning clutch including inner and outer clutch members one of which is drivingly connected to said driven shaft and the other of which is drivingly connected to said driving shaft for driving said driven shaft from said driving shaft at the same rotational speed and for releasing said drive when said driven shaft overruns said driving shaft, a cylindrical clutching structure having a pawl receiving slot, means for mounting said cylindrical clutching structure for rotation concentrically'with respect to said shafts, a second clutching structure having a centrifugal force actuated pawl adapted for engagementin said slot to positively' couple said clutching structures when the rotational speeds thereof are substantially the same, means including a countershaft offset to one side of one of said shafts for drivingly connecting one of said clutching structures to one of said driving means, and means for drivingly connecting the other of said clutching structures to another of said driving means, one of said clutching structures being drivingly connected to said driven shaft through one of said driving connecting means, one of said driving connecting means including a gear train, said clutching structures being driven at relatively different speeds when the driving shaft drives the driven shaft through said overrunning clutch, and manually operable clutching means `including clutching elements respectively drived to be driven therefrom for' driving the vehicle.

an overrunning clutch including clutch portions respectively drivingly connected' to said second driving shaft a d to said driven shaft and adapted to transmi a direct one-way drive therebetween, speed reponsive clutch means including driving and driven clutching structures adapted for clutching action in response to substantially synchronized rotationthereof at or above a predetermined speed, means including said countershaft for driving one of said structures from said ilrst driving. shaft, means for driving the other of said structures from said driven shaft, said driving means being adapted to drive said structuresat relatively different speeds when said second driving shaft drives said driven Ashaft through said ovenrunning clutch, said clutching structures being adapted to establish a positive drive from said first driving shaft to said driven shaft through said countershaft driving means in response to overrun of the second said driving shaft by said driven shaft, and manually operable clutching means including clutching elements respectively drivingly connected to said driving and driven shafts for positively drivingly connecting said driving and driven shafts whereby to render said overrunning clutch inoperative.

9. In a vehicle drive, a speed ratio changing transmission having a power applying driving shaft and a power take-on driving shaft and a countershaft drivingly connected to said first driving shaft and adapted to drive said second driving shaft, an' overdriving mechanism associated with said transmission and having a shaft aligned with said second driving shaft and adapted to be driven therefrom for driving the vehicle,

f an overrunning clutch intermediate said second driving and said driven shaft adapted to transmit a direct one-way drive therebetween, speed responsive clutch means including driving and driven clutching structures adapted for clutching action in response to substantially synchronized rotation thereof at or above a predetermined speed, means including said countershaft for driving one of said structures from said rst driving shaft, means for driving the other of said structures from said driven shaft, said driving means being adapted to drive said structures at relatively different speeds when said second driving shaft drives said driven shaft through said overrunning clutch, said clutching structures being adapted to establish a positive drive from said rst driving shaft to said driven shaft through said countershaft driving means in response to overrun of the second said driving shaft by. said 'driven shaft, clutch teeth drivingly connected to said driven shaft, shiftable clutch teeth drivingly connected to said second driving shaft, Vand manually operable means for shifting said shiftable clutch teeth to engage the first said clutch teeth for drivingly connecting said second driving shaft and said driven shaft independently of said overrunning clutch.

10. In a power drive for a motor vehicle, driving means, second driving means including a driving shaft adapted to be driven from the first said driving means, third driving means includ- `ing a driven shaft adapted to be driven from connecting said driving and driven shafts wheresaid driving shaft for transmitting a drive therefrom to drive the vehicle, said driving and driven shafts being co-axially arranged for relative roation, an overrunning clutch including inner and outer clutch members one of which is diivingly connected to said driving shaft and the other of which is drivingly connected to said driven shaft for driving said driven shaft from said driving shaft at the same rotational speed and for releasing said drive when said driven shaft overruns said driving shaft, acylindricalclutching struc-- ture having a pawl receiving slot, means for mounting said cylindrical clutching structure for rotation concentrically with respect to said shafts, a second clutching structure having a centrifugal force actuated pawl adapted for engagement in said slot to positively couple said clutching strucdrivingly connecting one of said clutching structures to one of said driving means, means for drivingly connecting the other of .said clutching structures to another of said driving means, one of said clutching structures being `drivingly connected to said driven'shaft through one of said driving connecting means, one of said driving connecting means including a gear train, said clutching vstructures being driven at relativelyl different speedswhen the driving shaft drives the driven shaft through said overrunning clutch, manually operable means for reversing the normal direction of drive of said second driving means with respect'to the rst said driving means, and clutching means actuated by said manually operable means for positively drivingly by to render said overrunning clutch inoperative.

l1. In a vehicle drive, a speed ratio changing transmission having a power applying driving shaft and a power take-off driving shaft `and a countershaft drivingly connected to said first driving shaft and adapted to drive said second driving shaft, an overdriving mechanism associated with said transmission and having a shaft 'aligned with said' second driving shaft and adapted to be driven therefrom fordriving the v ond driving shaft drives said driven shaft through said overrunning clutch, said clutching structures beingadapted to establish a positive drive from said rst driving shaft to said driven shaft through said eountershaft driving means in response to overrun of the second saiddriving shaft y by said driven shaft, manually operable means for adjusting said transmission for reversing the normal direction of drive of said second driving shaft with respect to said'first driving shaft, and clutching means actuated by said manually operable means for positivelydrivingly connecting to render said overrunning clutch inoperative.

12. In a drive for a motor vehicle having driving means including a driving shaft and a shaft driven therefrom and adapted to drive the vehicle, said Idriving and driven shafts being in laxial alignment, overrunning clutch means intermediatesaid shafts for transmitting a releasable one-way direct drive therebetween, rotatable clutching structures one having a clutching element adapted to clutch with theother in response to substantially synchronized rotation of said vclutching structures at or above a predetermined speed to provide a releasable positive driving connection therebetween, means for driving one of said structures from said driving means, means for driving the other of said structures from said driven shaft, at least one of said driving means for said structures including a countershaft and connected gear train adapted to drive its associated clutching structure at a speed dif-- ferent .from that imparted to the other of said structures when said driving shaft drives said driven shaft through said overrunning clutch, said countershaft being laterally oifset from one of said shafts, manually operable means for reversing the normal direction of drive of said driving shaft, and clutching means actuated by said manually operable means for positively drivingly connecting said driving and driven shafts whereby to render said overrunning clutch inoperative.

13. In a drive for a motor vehicle having driving means including a driving shaft and a shaft driven therefrom and adapted to drive the vehicle, said driving and driven shafts being in axial alignment, overrunning clutch means intermediate said shafts for transmitting a releasable one-way direct drive therebetween. rotatable clutching structures one having a clutching element adapted to clutch with the other in response to substantially synchronized rotation of said clutching structures at or above a predetermined speed to provide a releasable positive driving connection therebetween, means for driving oneI of lsaid structures from said driven shaft for rotation at the same speed therewith, means including a gear train for driving the other of said sructures from said driving means whereby said structures rotate at'different speeds when said driven shaft is driven through said overrunning clutch, manually operable means for reversing the normal direction of drive of said driving shaft, and clutching means actuated by said .manually operable means for positively drivingly consaid second driving and said driven shaft whereby necting said driving and driven shafts whereby to render said overrunning clutch inoperative.

14. In a vehicle driving mechanism power driving means, a multiple speed ratio changing transmission driven by said power driving meansn and having a power take-off driving shaft andV a countershaft adapted to be driven by said power driving means, said driving shaft and said f countershaft each having a driving extension projecting,l rearwardly beyond one end of said transmission, an auxiliary drive compartment extending rearwardly from said transmission and adapted to receive an auxiliary overdriving mechanism, said driving shaft extension projecting into said compartment at the forward end thereof, a driven shaft aligned with said driving shaft extension and extending'rearwardly in said compartmentffrom adjacent said driving shaft extension for driving the vehicle, an overrunning clutchincluding driving and driven clutch members respectively drivingly connectedn to said driving shaft extension and to said driven shaft for transmitting a direct one-way drive from said driving shaft extension to said driven shaft. an auxiliary overdrive gearing intermediate said countershaft extension and saidn driverr` shaft. said overdrive gearing spanning said overrlmning clutch whereby to cause said driven member to overrun said driving clutch member when the drive passes through said overdrive gearing, said overdrive gearing-including rotating clutching structures adapted to control the drive therethrough, one of saidY clutching structures having a centrifugal force actuated clutching element adapted to positively drivingly engage the other of said clutching structures in response to substantially equal rotation of the clutching structures at or above a predetermined speed.

l5. In a drive for a motor vehicle having a power driving means and a shaft driven therefrom and adapted to drive said vehicle, Va speed ratio changing transmission including a driving shaft intermediate said power driving means and'n said driven shaft, said transmission including means adapted to be manipulated for driving said driving shaft in a plurality of forward speed ratios and in reverse, overdriving means including a countershaft laterally offset from one of said shafts for driving said driven shaft-from said power driving meansv ata speedfgreater than the speed of' said driving shaft, a speed responsive clutch controlling said overdrlving means and including positively` engageable clutching structures respectively adapted for driving connection to said driven shaft and to said countershaft and power driving means at least when said structures. are clutched, said speed responsive cmtch being adapted to automatically drivingly connect said power driving means with said driven shaft through the intermediary of said countershaft, and means drivingly connected to said driving and driven shafts for selectively transmitting a releasable forward direct drive therebetween and a reverse drive therebetween in response respectively to manipulation of said transmission Ain effecting forward and reverse driving directions of said driving shaft.

16. In a drive Vfor a motor vehicle having a power driving means and a shaft driven therefrom and adapted to drive said vehicle. a speed ratio changing transmissionY including a driving shaft intermediate said power driving means and said driven shaft, said transmission including means adapted to be manipulated for driving said driving shaft in a plurality of forward speed ratios and in reverse, overdriving` means including a countershaft laterally offset from one of said shafts for driving said driven shaft from said power driving means at a speed greater than structures are clutchedj said speed responsive clutch being adapted to automatically drivingly connect said power driving means with said driven shaft through the intermediary of said countershaft, means drivingly connected to said driving and drivenshafts for selectively transmitting a releasable forward direct drive therebetween and a reverse drive therebetween in response respectivelyY to manipulation of Vsaid transmission in effecting forward and reverse driving directions of said driving shaft, and means for mounting one of said clutching structures on saiddriven shaft.

17. In a drive for Ya motor vehicle having a power driving means and a shaft driven therefrom and adapted to drive said vehicle, a speed V ratio changingV transmission including a driving shaft intermediate said-power driving means and said driven shaft, said transmission including means adapted'to be `manipulated for driving said driving shaft in a plurality of forward speed ratios and in reverse, overdrivingY means including a countershaft laterally offset from one of said shafts'for driving said driven shaft from said power driving means at a speed greater than the speed of said driving shaft, a speed responsive clutch controlling said overdrlving means and including positively engageable clutching structures respectively adapted for driving connection to said driven shaft and to said countershaft and power driving means at least when said structures are clutched, said speed responsive clutch being adapted Vto automatically drivingly connect said Y- power driving means with said driven shaft through the intermediary of said countershaft, means drivingly connected to said driving Yand driven shafts for selectively transrnitting'a releasable forward direct drive therebetween and a reverse drive therebetween in re'- sponse respectively to manipulation of said transmission in effecting forward and reverse driving directions of said driving shaft, one 'of said clutching structures includim a centrifugal force operated clutching element, and means for mounting said clutching element on said driven shaft. Y

18. 1n a vehicle drive, power driving means including al driving shaft, means V*including a shaft driven by said'powerzdriviig means and v Vdirect driving means and at a speed greater than that of said driving means, a second clutch operably associated with said auxiliary driving means and adaptm to control the drive between said driving means and said auxiliary driving means, manually controlled means for reversing the direction of drive of said driving shaft, and means operable to drivingly couple said driving shaft to said driven means for a reverse drive in response to actuation of said manually controlled means accompanied by a reverse drive of said driving shaft.

19. A drive for motor vehicles comprising. aligned driving and driven shafts, an intermediate shaft aligned with said driving and driven shafts, means for driving said intermediate shaft in forward speed ratios and reverse from said driving shaft, means for overdriving said driven shaft including a countershaft gear train operably connected to said driving and driven shafts, speed responsive synchronous positive clutch means operably interposed in said countershaft gear train for controlling the overdrive therethrough, and means including clutching members drivingly connected to said driven and intermediate shafts for selectively transmitting a releasable forward direct drive and a 'reverse drive therebetween.

20. A drive for motor vehicles comprising, aligned driving and driven shafts, an intermediate shaft aligned with said driving and driven shafts, means including a countershaft laterally offset from said intermediate shaft for driving said intermediate shaft in forward speed ratios and reverse from said driving shaft, means including said countershaft foroverdriving said driven shaft from saiddriving shaft, speed responsive synchronous positive clutch means operably interposed in said countershaft gear train for controlling the overdrive therethrough, and means' drivingly connected to said driven and intermediate shafts for selectively transmitting a releasable forward direct drive and a reverse drive therebetween.

21. In a motor vehicle drive, aligned driving, driven, and intermediate shafts, a countershaft geared to said driving shaft and adapted to clutch with said driven shaft, said countershaft spanning said intermediate shaft, direct forward driving means releasably coupling said intermediate and driven shafts, and speed responsive clutch means including clutch parts drivingly connected with said driven shaft and countershaft respectively for coupling said countershaft to said driven shaft, said driving shaft and countershaft when so coupled to said driven shaft transmittingan overdrive to said driven shaft with respect to said driving andintermediate shafts, said intermediate shaft being automatically coupled to said driven shaft by said releasable direct driving means in response to declutching of said speed responsive clutch means.

22. In an automotive vehicle, a drive system therefor comprising a drive shaft connected to the engine of the vehicle and a driven shaft associated with the road wheels of the vehicle,

selectively operable mechanism associated with (o/said shafts for driving said vehicle either rear- 'ed to receive a drive from said drive shaft, and

' means operable when it is desired to drive said vehicle rearwardly for locking out said automatic means.

- 23. In a power on for a motor veshaft for driving said driven shaft from said driving shaft at the same rotational speed and for releasing said drive when said driven shaft overruns said driving shaft, a cylindrical clutching structure having a pawl receiving slot, means for mounting said cylindrical clutching structure for rotation concentrically with respect to said shafts, a second clutching structure having a centrifugal force actuated `pawl adapted for engagement in said slot topositively couple said clutching structures when therotational speeds thereof are substantially the same, means i'orV drivingly connecting one of said clutching structures to said power driving means, means for drivingly connecting the other of said clutching structures to said. driven shaft, one of said driving connecting means including a gear train, said clutching structures being driven at relatively diiferent Aspeeds when the driving shaft drives the driven shaft through said overrun-r ning clutch. clutch teeth drivingly connected to said driven-shaft, shiftable clutch teeth drivingly connected to said driving shaft, and manually operable means for shifting said shiftable clutch teeth relative to said clutching structures to -engage the first said' clutch teeth for drivingly connecting said driving and driven shafts independently of said overrunning clutch.

24. In a power transmission for a motor ve-l hicle having power driving means including a driving shaft and a shaft driven therefrom and adapted to drive the vehicle, said driving and driven shafts being co-axially arranged for relative rotation, an overrunning clutch including inner and outer. clutch members one of which is adapted to be driven by said driving shaft and the other of which is adapted to drive said driven shaft for driving said driven shaft from said driving shaft at the same rotational speed and for releasing said drive when said driven shaft overruns said driving shaft. a cylindrical clutching structure having a pawl receiving slot, means for mounting said cylindrical clutching structure for rotation concentrically with respect to said shafts, a second clutching structure having a centrifugal force actuated pawl adapted for engagement in said slot to positively couple said clutching structures when the rotational speeds thereof are substantially the same, means -for drivingly connecting one of said clutching structures to said power driving means, means for drivingly connecting the other of said clutching structures to said driven shaft, one of said driving connecting means including a gear train, said clutchingl structures being driven at relatively diiferent speeds when the :driving shaft drives the driven shaft through said over-running clutch, manually engageable clutch meansincluding clutching elements respectively drlvingly connected to said driven shaft and to said driving shaft, one of said clutching elements being shiftable relative to said clutching structuresA d manually operable means for shifting the last said clutching element into engagement with e other of said clutching elements.

CERTIFICATE 0F CORRECTION.

Patent No. 2.,15h,575. April 18, 1959.

l EDWIN R. MAURER.

It is hereby certified that error appears in the printed specification ofthe above numbered patent requiring correction as follows: Page 8, first column, line 28, claim lh, after the word "driven" insert clutch; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 50th day of May, A. D. 1959.

Henry Van Arsdale (Seel) Acting Commissioner of Patents. 

